Sylvania



2 Sheets-Sheet 1.

LDAVIS 8v W. A. THOMAS. RAIL.

No. 545,305. V Patented sept. 17,1595.

(No Model.)

(No Model.) i 2 Sheets-Sheet 2. J. DAVIS 8v W..A. THOMAS.

RAIL. No. 546,305. Patented Sept. 17, 1895.

f Y Y z\ i I .V l' Nb l" WWA/5555; WVM/70m? CQC UNITED STATES PATENT E'ErcE.

JAMES DAVIS AN D VILLIAM ARTHUR THOMAS, OF PITTSBURG, PENN- SYLVANIA.

RAIL.

SPECIFICATION forming part of Letters Patent No. 546,305, dated September 17, 1895.

Application filed December 26, 1894. Serial No. 532,982. (No model.)

To all whims t may concern:

Be it known that we, JAMES DAVIS and WILLIAM ARTHUR THOMAS, citizens of the United States of America, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, haveinvented certain new and usefulImprovements in Rails, of which the following is a specication, reference being had to the accompanying drawings.

io This invention relates to certain new and useful improvements in rails for streetrail ways, railroads, and the like.

The invention is particularly designed lo be employed in connection with loops and curves, and affords special advantages when used in combination with our combined switch-loop and cross-over filed November 15, 189i, Serial No. 528,937.

The invention has for its object the provision of novel means whereby the friction caused by cars traversing a loop or curve is obviated.

The invent ion has for its still further object to construct an antifriction-rail that will be simple, strong, durable, and comparatively inexpensive to manufacture; furthermore, one that will be reliable and accurate in its operation.

lVith the above and other objects in view the invention finally consists in the novel construction and arrangement of parts to be hereinafter more particularly described, and specifically pointed out in the claims.

In describing the invention in detail reference is had to the accompanying drawings, forming a part of this specification, and wherein like numerals of reference indicate similar parts throughout the several views, in which- Figure 1 represents a top plan View of the loop, and in dotted lines are indicated a series of rolls. Fig. 2 is a perspective view, partly in section, of the track. Fig. 3 is a plan view of the locking device. Fig. a is a perspective detail view of the locking device. Fig. 5 is a detail view of the lever-rod.

In the drawings, 1 indicates the outer rail of the loop or curve; 2, the inner rail of the same.

3 3 3 indicate a series of rolls provided with flanges it e.

5 indicates the shafts of the rolls jonrnaled in chairs 6. The latter are inclosed by castings '7.

9 and l0 respectively indicate slidingjaws, carrying on their underneath sidea staple 1l, adapted to receive a locking-har 12, to which is pivotally secured the lever-rod 13.

The inner rail is mounted on a series of rolls and retained in position by means of the flanges of the rolls, thus preventing a lateral motion ofthe rail and the chairs acting in the capacity of keepers for the rail. The castings inclose the chairs and extend upwardly slightly above the level of the rail. The castings are arranged at the sides of the chairs and extend upwardly above the level of the rail. By this arrangement the entire mechanism is protected and the moving rail will not interfere with the traflic in any way, the portion of the castings extending above the level of the rail acting as guards, and thus preventing other vehicles from coming in contact with the moving rail.

Operation: As the car travels over a loop or curve, the radius of the inner rail being much less than that of the outer, a friction will be caused that by the use of our invention will be entirely overcome, for the reason that the lost motion thus created will be compensated for by the turning of the inner rail. The inner rail, operating on the principle of a turntable,will move in an opposite direction from that of the car, and the friction that would otherwise be created is thus successfully ob.

viated. The speed of the inner rail depends upon the curvature of loop or curve, together with the speed of the car, and the inner rail, as will be seen, will automatically regulate and adapt itself to abrupt curves and small loops as well as those having a larger radius. When it is desired to loci; the inner rail, the lever-rod 13 is operated in any suitable manner, actuating the locking-bar 12, which in turn operates the sliding jaws 9 and 10 in opposite directions, thus forming a clainp and clutching the rail, the sliding jaws operating in the castings. Then a car is traveling over the loop or curve and it is desired to arrest the motion ot the inner track, it can be readily accomplished by bringing the car to a stop. The castings arranged at the sides of the rail will protrude above the level of the bearing-surface of the rail and will prevent vehicles from coming in contact with the moving inner rail.

It will be noted that various changes may be made in the above-described locking device, as Well as in the construction of the in# ner rails, Without departing from the spiritof4 our invention.

Having fully described our invention, what We claim as new, and desire to secure by Let# l. In loops or curves for railways, the innerA rail mounted on a series of rolls said rolls hav# ing straight and beveled flanges, castings eX- tending slightly above the level of the rail 

